Internal combustion engine



Nov. 7, 1933.

H. C. EDWARDS INTERNAL COMBUSTION ENGINE Filed June 25, 1951 2 Sheets-Sheet l amen W01: 15335252" 5. fbwaazs.

Nov. 7, 1933. H. c. EDWARDS INTERNAL COMBUSTION ENGINE 2 Sheets-Sheet 2 Filed June 25, 1931 1522555? 5. Ewvmrua III...

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Patented Nov. 7, 1933 UNITED STATES PATENT OFFICE 1,933,619 INTERNAL COMBUSTION ENGINE Herbert C. Edwards, Detroit, -Mich., assignorto Packard Motor Car Company, Detroit, Mich a corporation of Michigan Application June 25, 1931. Serial No. 516,870

12 Claims. (Cl. 123-32) This invention relates 'to internal combustion and 13 divide the crankcase into three compartcngines and more particularly to engines of the ments 15, 16 and 17, the forward compartment compression-ignition type. i 15 serving as an air inlet manifold, the central One method of operating compression-ignition compartment 16 forming the crank case proper intermingle to form combustible charges which valve actuating mechanism. ignite by compression. When the temperature of A crank shaft 18 extends axially through the 1 cooling effect which seriously interferes with the as indicated at 19. Carried by the crank shaft engine operation, particularly when starting or is a rod structure, indicated generally at 20, when the quantity of liquid fuel in the charges having rods which extend into the cylinders for is small, such as when idling. One known connection with reciprocable pistons, as indicated manner of raising the temperature of the comat 21. Y

5 bustible charges is to intermingle exhaust with Each cylinder is provi ed Wi h n a inlet 70' the air. port 22 and an exhaust outlet port 23, the inlet An object of this invention is to provide an ports being controlled by the p p Valves 24 engine, of the type referred to, wherein exhaust and the exhaust ports being controlled by the 29 range of the engine in quantities varying with mally maintain the valves in closed position and 75 the variation in the quantity of liquid fuel in the suitable mechanism extends through the houscharges.

Anotherobject of the invention is to provide dicated at 29 which serve to open the valves at a single control for an engine, of the type rethe proper periods in the engine operation. ferred to, which can be manipulated to regulate Such push rods are operatively connected with 0 r dicated at 32, 33, 34 and 35. The engine illus- A further object of my invention is to provide trated is of the four-cycle type, and the inlet 5 manifolds having a connection which can be of the pistons while the exhaust valves are open controlled to regulate the flow of exhaust drawn only during the exhaust strokes of the pistons. into the air in the intake manifold. This valve construction and operation can be 35 Other objects of the invention will appear from of any conventional form such as is well known 9 the following description taken in connection in the art. with the drawings, which form apart of this A fuel injection device is associated with each specification, and in which: cylinder, and the devices are actuated to inject Fig. 1 is a vertical sectional view of a radial atomized liquid charges under high pressure in- 4 type of compression-ignition engine having my to the compressed air in the cylinders as the 9 invention associated therewith; pistons approach top center in their compres- Fig. 2 is a fragmentary rear end elevation of sion strokes. The nozzle portion 36 of each inthe engine, partly in section and partly broken jection device is bolted to the rear wall of the away; associated cylinder and extends therethrough so Fig. 3 ,is a fragmentary plan view of the air that liquid will be sprayed into the interior of 1 control valve, partly in section, with the control the cylinders and adjacent the head portions mechanism associated therewith. thereof.

Referring now to the drawings by characters Commu icati g with each of the nozzles is of reference, 10 indicates a barrel-type of crank a pu p device, in cat d ra y a he case from which a plurality of cylinders 11 expump casing 38 carries a barrel 39 therein and and spaced in parallel relation therewith is a in the pump casing, and cooperating therewith detachable transversely extending wall 13 and a and with the pump casing is a coil spring 42 6 removable rear cover plate 14. The walls 12 which normally urges the plunger into a posi-v extent in a clockwise direction rounding the radial ports 43 is a housing 44, and

adjacent housings 45 and form therewith a fuel feeding manifold which is in open communication with the pump barrels and the nozzles when the plungers uncover the ports 43. Articulated push rods consisting of a guided section 46, extending through the crank case and bearing against the plunger guides 41, and an adjustable section 4'1 are arranged to move the pump plungers in a direction to'cause delivery of fuel charges from the nozzles. Such articulated push rod structures each engage with an individual rock lever as indicated at 48, which are arranged to be actuated by the cam 31. It will be seen that the quantity of fuel delivered from the nozzles will depend upon the stroke of the plungers after the ports 43 have been closed, and thus by regulating the stroke of the plungers 40 the volume of'the fuel charges delivered can be regulated. Fuel delivery can be entirely cut off when the adjustment is such that the plungers fail to close the ports 43.

In order to regulate the strokes of the plungers, I provide for an adjustment of the sections 4'1 of the articulated push rods longitudinally of the curved surface at the end of the rock levers 48. The control ring member 49 is carried between flanges projecting from the wall 13 within the compartment 1'1, and pivoted thereto arelinks 51 which are also pivoted to the sections 4'1 of the push rods. The ring is held in place by bolts 52 extending through arcuate slots in the ring and secured to the wall 13. In order to rotate the control ring 49, I provide thereon a ,rack 53 which meshes with a pinion 54 carried by the end of a shaft 55 extending into the compartment 1'1 through the wall of the crank case. On the exterior end of the shaft 55 is fixed an actuating member 56 having an arm 5'1 with which a rod 58 is pivotally connected, the rod extending to a point where it can be conveniently manipulated by the person engine. Another arm 59 extends from the bracket 56 for a purpose to be hereinafter described.

Rotation of the control ring 49 will move the rod sections 4'1 longitudinally of the rock levers 48 and will thus vary the strokes imparted to the plungers even though the movement of the rock levers remains the same. By moving the ring anti-clockwise, as viewed in Fig. 2, the push rod sections 4'1 will be moved toward the free ends of the rock levers and will provide an increased ejection stroke of the plungers. If the ring is rotated clockwise, the rods 4'1 are moved toward the pivoted end of the rock levers and the ejection stroke imparted to the plungers is reduced, thereby reducing the volume of the fuel charges delivered. It will be understood that when the ring has been moved a certain from that shown in Fig. 2 that the stroke imparted to the plungers 40 will not close the ports 43 and, of course, under such circumstances, the engine will not run as no fuel charges are being delivered. In this manner upon a push-and-pull movement of the rod 58 the shaft 55 can be rotated which will, through the meshing of the pinion 54 and the rack 53, impart rotation to the control ring 49 so that the quantity of fuel delivered by the injection devices can be readily regulated.

controlling the Arranged in advance of the air intake manifold is an exhaust manifold 60 from which an outlet conduit 61 extends. Conduits 62 connect the exhaust manifold with the exhaust ports 23 in the cylinder heads, while conduits 50 connect the air inlet manifold 15 with the air inlet ports of the cylinders, and a conduit 63 establishes communication between the exhaust manifold and the air intake manifold. Within the conduit 63 is means, preferably a butterfly valve 64, for controlling the flow of exhaust from the exhaust manifold into the air intake manifold. The valve is fixed to a pivotally mounted shaft 65 upon which is mounted a cam member 66 arranged to project into the air, intake manifold to be actuated by the cam member 6'1 fixed upon a rotatably mounted shaft 68 extending into the air intake manifold. The conduit 63 projects through an opening in the crank case and is detachably secured thereto by bolts 69. Fixed to the shaft 65 and the adjacent portion of the conduit 63 is a spring 94 which urges the butterfly valve to closed position.

- Arranged circularly around the forward portion of the crank case is a plurality of openings '10, and a ring form of valve member '11 is associated to encircle the crank case in order to regulate the fiow of air through the ports '10. In order to prevent displacement of the valve ring, the crank case is provided with a recess in which the ring seats, and the ring is formed of a plurality of sections bolted together, as indicated at '12. The ring member is provided with openings '14 which are arranged to register with the openings in the crank case leading to the air intake manifold, and by rotating the ring valve '11 the age of air when the ring member is closed to supply enough air to support combustion when the engine is running at low speed. Projecting from the ring valve through the uppermost opening '10 is a pair of bosses '15 between which the ball end of an arm '16 engages, such arm being secured to the rotatable shaft 68.

The butterfly valve and the actuated substantially simultaneously in a deflnite relation with each other and with the fuel regulating mechanism. The ring valve is preferably moved from closed to wide open position while the fuel charges are being regulated to result in an engine speed range of 400 to 1200 R. P. M. The butterfly valve is preferably actuated so that it is wide open when the fuel regulation results in 850 R. P. M. engine speed, and is gradually opened and closed between an engine speed of 450 R. P. M. and 1250 R. P. M. The shaft 68 to which the valve valve '11 are connected is rotated by mechanism which is preferably connected with the bracket member 56 so that the valve and fuel regulation will be of the character above described. To this end I provide a link '17 which is pivotally connected at one end to the angular outer end of the shaft 68 and to the arm 59 extending from the bracket 56, such rod extending between two of the cylinders.

The engine illustrated is designed for use as the power plant of an aeroplane. During rotation of the rod 68 the arm '16 which engages the bosses '15 will rotate the ring valve to open or close the openings '14 so that the quantity of air passing into the air manifold will in this manner be regulated. During a portion of the range of rotation of the shaft 68, the cam mem- 64 and the ring the valve continues to open until the ber 67 will engage the cam member 66 so that the valve 64 will be moved in either a closing or opening direction. As the speed is controlled by adjustment of the fuel quantity, increase "of the 'fuelsupply to result in an engine speed'of 450 R. P. M. will also actuate the cams so that engine speed has reached 850 R. P. M., and as the speed'of the engine continues to increase therebeyond, the butterfly valve will gradually close again. The opening and closing operation of the butterfly valve takes place'between 450 and 1250 R. P. M. and the valve is wide open when the engine speed is 850 R. P. M. The ring valve 'is arranged so that it starts to open when the engine speed is above 400 R. P. M. and is completely open when the speed is above 1200 R. P. M., and such valve stays open when the-engine speed is more than 1200 R. P. M. The ring valve closes the ports "70 when the engine is turning at. a speed between zero and 400 R. P. M., while the butterfly valve is closed when the engine speed is below 450 R. P. M. and above 1250 R. P. M;

Withaeroplane engines theidlingspeed is usually between 300 and 400 R. P. M. during which time both the butterfly and ring valve are closed, and m warming up the engine and in gliding of the aeroplane the engine is rotating between 400 R. P. M. and 1200 R. P. M. and during substantially this speed range both the butterfly valve and ring valve are at least part way open. When the engine is running above 1200 R. P. M., it is rotating at an operating speed required for sustaining flight and during such time only the ring valve is open.

It will thus be seen that the air inlet supply, the exhaust connection with the air manifold and the fuel control are all regulated through movement of the rod 58 and in a definite relation which gives the most beneficial results with an aeroplane engine of the type described. I

Through utilizing the forward part of the crank case as the air intake manifold, I am able to .provide a very compact engine structure which is desirable when used as the power plant of an aeroplane. The control mechanism can be readily regulated in the predetermined manner desired through a manipulation of a single control by the operator.

While I have herein described in some detail a specific embodiment of my invention, which I deem to be new and advantageous and may specifically claim, I do not desire it to be understood that my invention is limited "to the exact details of the construction, as it will be apparent that changes may be made therein without departing from the spiritor scope of my invention.

What I claim is:

1. In an internal combustion engine of the compression-ignition type, a plurality of cylinders each having an air inlet port and an exhaust outlet port, a manifold connected with the inlet ports, a manifold connected with the outlet ports, a conduit connecting the manifolds, valve means in the conduit, valve means for controlling the air entering the. intake manifold, a connection between the valve means arranged to cause their operation inversely relatively, and fuel control mechanism connected to operate said connected valve means.

2. In an internal combustion engine of the compression-ignition type, a crank case having an air inlet manifold formed therewith, cylinders having air inlet ports connected with the manifold and outlet ports, controlled means throughwhich exhaust from the outlets is drawn into the air manifold, and valve means associated with the crank case manifold to control the passage of air therein. a

-3. In an internal combustion engine of the compression-ignition type. a crank case, an air inlet manifold in the crankcase, said crank case having openings leading to the manifold, a valve member for controlling the passage of air through the openings, cylinders on the crank case having airinlet ports and exhaust ports, conduitsconnecting the cylinder inlet ports with the manifold and controlled means for leading exhaust from the outlet ports into-the manifold.

4. In an internal combustion engine of the compression-ignition type, a circular crank case, an air-inlet manifold in the-front; portion of the crank case, said case having openings therein through which air is, cylinders on the crank case having air inlet and exhaust outlet ports, connections between the manifold and the inlet. ports, controlled means through which exhaust is drawn intothe manifold, a circular valve means surrounding the crank case in a plane with the air inlet 0penings therein, said valve means having openings adapted to register with the crank case openings, and means for rotating the valve. member to control the passage of'air through the crank case openings. I v V 5. In an internal combustion engine of the compression-ignition type, a plurality of cylinders each having an air inlet port and an exhaust outlet port, a circular manifold having inlet openings therein, connections between the manifold and the air inlet ports, a rotary band valve member associated with the manifold to control the fiow of air through the openings therein, an exhaust manifold connected with the cylinder outlet ports, a conduit connecting the exhaust manifold with the inlet manifold, a butterfly valve in the conduit, an actuating mechanism connected with the valves, said mechanism operating the valves-in, a predetermined relation to admit exhaust into the air manifold in a quantity to compensate for any reduction in the air inlet supply.

6. In an internal combustion engine, a crank case divided into isolated compartments one of which is an air inlet manifold, air inlet ports in the crank case wall of the manifold compartment, cylinders on the crank case haying air inlet and exhaust outlet ports, and conduits connecting said manifold compartment with the air inlet ports of the cylinders.

7. In an internal combustion engine, a crank case divided into isolated compartments one of which forms an' air inlet manifold, air inlet ports in the crank case wall of the manifold compartment, cylinders on the crank case having air inlet and exhaust outlet ports, conduits connecting said manifold, compartment with the air inlet ports .of the cylinders, and valve means for controlling the passage of air through the inlet ports in the crank case.

drawn into the manifold,

1 8. Ina radial internal combustion engine, a

thereof, cylinders on the crank case having air inlet and exhaust outlet ports, conduits connecting said manifold compartment with the air inlet ports of the cylinders, and a rotatable ring valve around the crank case adapted to controlthe passage of air through the circularly ar ranged ports.

9. In an internal combustion engine of the compression-ignition type, a plurality of cylinders each having an air inlet and an exhaust outlet port, adjustable devices for injecting variable charges of oil into the cylinders,-an air inlet manifold connected with the inlet ports, an exhaust manifold connected with the outlet ports, a conduit connecting'the manifolds. valve means in the conduit, and control means for adjusting said devices connected to actuate said valve means.

10. In an internal combustion engine of the compression-ignition type, a plurality of cylinders each having an air inlet port and an exhaust outlet port, adjustable devices for injecting variable charges of fuel oil into the cylinders, a controlled air inlet manifold connected with the inlet ports of the cylinders, an exhaust manifold connected with the outlet ports of the cylinders, a connection leading from the exhaust manifold to the air inlet manifold, valve means in said connection, and control means connected to adjust said fuel devices and the valve in said connection.

11. In an internal combustion engine of the compression-ignition type, a plurality of cylinders each having an air inlet port and an exhaust outlet port, adjustable devices for injecting variable charges of fuel oil into the cylinders, an air inlet manifold connected with the inlet ports of the cylinders, an exhaust manifold connected with the outlet ports of the cylinders, a conduit leading from the exhaust manifold to the inlet manifold, a valve in the conduit, valve means controlling the quantity of air entering the inlet manifold, a connection between the valve in the conduit and the valve means for the air inlet manifold, said connection being arranged to operate the conduit valve in a reverse relation to that of the manifold valve means andcontrol means connected to adjust said injection devices and to operate said connection.

12. In a Diesel engine, a plurality of cylinders each having an air inlet port and an exhaust port, devices for injecting variable charges of fuel oil into the cylinders, a manifold having inlet openings therein, connections between the manifold and the air inlet ports, a valve member associated to control the flow of air into the manifold through the openings therein, an exhaust manifold connected with the exhaust ports, a conduit connecting the manifolds, a valve in the conduit, a shaft adapted to be rotated, connections between the shaft and the valves, the connections being arranged to actuate the valves in a predetermined relation, and control means connected to adjust the injection connections between the shaft and the valves.

HERBERT C. EDWARDS.

devices and to actuate the 

